Internal continuous combustion engine system

ABSTRACT

A continuous combustion system for an internal combustion engine includes a reaction vessel external to the engine cylinders. The reaction vessel contains a combustion chamber for sustaining continuous combustion of an air fuel mixture during the operation of the associated engine. The reaction vessel contains an incoming air chamber and an exhaust gas chamber that are each in communication with the combustion chamber. Injected fuel vapor is mixed with scavenged exhaust gas for pre-heating and with compressed air from each cylinder provided during the compression stroke of each piston. The compressed air and fuel vapor mixture sustains the ignited combustion continuously, while exhaust gas is fed to the cylinders to provide working fluid to the engine during the power stroke of each piston. A valve mechanism is provided to control the flow of air from and working fluid to the cylinders at the appropriate times in order to sustain operation of the engine.

RELATED APPLICATION

This application claims the benefit of U.S. provisional application Ser. No. 61/011580 filed on Jan. 17, 2008.

BACKGROUND

1. Field of the Invention

The invention is directed to the field of internal combustion engines and more specifically to the area of utilizing continuous combustion for powering such engines.

2. Description of the Prior Art

It is well known that two and four stroke internal combustion engines are configured to have a variable combustion chamber as part of the cylinder in which the associated piston reciprocates. In the case of the “Internal Combustion Engine With a Single Crankshaft and Having Opposing Cylinders and Opposing Pistons in Each Cylinder” described in my U.S. Pat. No. 6,170,443 and incorporated herein by reference (“OPOC engine”), each working chamber is a combustion chamber associated with a pair of opposing pistons in a cylinder to provide direct power expansion forces to the faces of the pistons. In each case, combustion is ignited at critical points of the engine stroke cycle resulting in intermittent and individual combustions for each piston cycle. For instance, in a conventional Diesel- or Otto-engine operating at 5000 rpm the total combustion in each cycle has to be initiated, controlled and finalized in only one millisecond. While such high speed combustions are manageable from an engine control standpoint, there is room for improvement in terms of simplification, efficiencies and especially emissions.

SUMMARY OF THE INVENTION

The present invention achieves the goal of simplifying internal combustion engine construction, operation, and maintenance by providing a reaction vessel which contains a central chamber where combustion takes place on a continuous and controlled basis external of the cylinders of the engine.

The present invention provides continuous internal combustion but intermittent application of hot gases to the moving parts of the engine. Air within the cylinder is initially compressed by the pistons during their compression cycle. The compressed air is transferred to a separate combustion chamber where it is combined with a fuel to support a controlled continuous combustion. The combustion product is a hot pressurized working fluid which is transferred to the same cylinder after the pistons reach TDC for conversion to work by expansion in the cylinder. The cylinder of the OPOC engine contains reciprocating pistons which define, with the cylinder, the working chamber. The pistons are movable with cyclic motions which cause alternate expansion and contraction of the working chamber. The combustion chamber is separate from the working chamber and contains means for burning a fuel utilizing the compressed air at substantially constant pressure to produce a hot pressurized working fluid.

During operation of the continuous combustion engine, the intake port is opened to admit air into the working chamber. In the case of a 2-cycle OPOC engine, the air is forced into the chamber under pressure, such as by the use of a turbocharger or air pump. This air is then compressed during subsequent contraction of the working chamber during the compression stroke of the pistons. During this compression, and before TDC, a valving mechanism is opened to allow transfer the compressed air to the combustion chamber. In the combustion chamber air is combined with fuel to sustain combustion at a substantially constant pressure to produce a hot pressurized working fluid. Working fluid is then transferred to the same cylinder through the valving mechanism after the pistons reach their TDC positions to undergo expansion in the working chamber and drive the pistons in their cyclic motion. After expansion, the spent working fluid is exhausted through the exhaust port.

Combustion gasses produced in the reaction vessel are conducted through passages to each cylinder and allowed to enter each cylinder by a control valving mechanism. Each valving mechanism is controlled to coordinate the entry of combustion gasses (working fluid) into the cylinder at or after the reciprocating piston reaches its top dead center position at the end of its compression stroke in order to provide the expansion forces necessary to drive the piston in the opposite direction during its power stroke. In the case of an OPOC engine, where the opposing pistons are asymmetric in their travel within the cylinder and reach TDC at slightly different times, the working fluid is introduced to the cylinder just after both opposing pistons have reached their TDC positions.

The combustion chamber within the reaction vessel is connected to receive air from each cylinder near the end of the compression stroke of each piston to provide the air necessary to sustain the combustion in the combustion chamber.

The reaction vessel is configured to scavenge and recirculate a portion of the exhaust gas within the reaction vessel to preheat and carry the injected fuel vapor into the combustion chamber where it adds to the combusted mixture.

The continuous combustion provided by the present invention allows for a reduction in components and improved operation and maintenance. For instance, a single fuel injector and a single ignition device are utilized as opposed to a plurality of unique devices for each cylinder in conventional intermittent combustion engines. Additionally, a less complicated control and injection driver system is required, since only a single fuel injector is utilized for a plurality of cylinders.

Other advantages are also realized. For instance, an engine utilizing the constant or continuous combustion will produce less noise than an engine utilizing a conventional intermittent combustion which produces a series of explosions. Another advantage is a reduction in polluting by-products, do to more complete combustion in a controlled and continuous environment.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an overall depiction of the present invention installed on an OPOC engine.

FIG. 2 is cut-away perspective view of the electromechanical valving mechanism applied to a cylinder of an internal combustion engine.

FIG. 3 is a cut-away perspective enlargement of the valving mechanism shown in FIG. 2.

FIG. 4 is a cross-sectional plan view of the mechanism shown in FIGS. 2 and 3.

FIG. 5 is a more detailed and enlarged view of the reaction vessel shown in FIG. 1.

FIG. 6 is a cross-sectional view of the swirl chamber of the reaction vessel shown in FIGS. 1 and 5.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

An embodiment of the internal continuous combustion engine system of the present invention is depicted in FIG. 1. In this embodiment, the system is installed in an OPOC engine of the type referenced above. However, it is noted that this invention is also suited as an improvement for all internal combustion engines of both four and two stroke types, as well as those that employ either diesel or spark ignition systems.

In FIG. 1, an external, remote reactor vessel 100 is shown that provides the continuous combustion of working fluid that is supplied to the cylinders of the engine. Cylinders 200 and 300 are similar in configuration; and as is typical in an OPOC engine, each cylinder contains a pair of opposing pistons (not shown) that operate in opposite phases with respect to the pair of pistons in the opposing cylinder. That is, when the opposing pistons of cylinder 200 each reach their top-dead-center (“TDC”) positions, the pistons of the opposing cylinder 300 are at their approximate bottom-dead-center (“BDC”) positions.

Electro-mechanical valving mechanisms 210/220 and 310/320 are attached to respective cylinders 200 and 300 at the ports that would normally be designated for fuel injection near the TDC volume defined in each cylinder. The valving mechanisms are electrically controlled to provide delivery of combustion gases (working fluid) from reactor vessel 100 to the cylinders when the pistons have each reached their TDC positions and provide the expansion energy required to complete the power stroke of the piston(s) in each cylinder.

With reference to FIGS. 1, 5 and 6, the reactor vessel 100 is configured to have a combustion chamber 110, an air supply chamber 120 and an exhaust gas chamber 102. Air supply chamber 120 has a plurality of supply ports 150 and 152 that are connected via high pressure tubing or hoses 154 and 156 respectively, to receive compressed air from each cylinder. (It should be noted that the representation of the reaction chamber being outside the structure of the engine and high pressure tubing or hoses could conceivably be integrated as a structural part of the engine with high pressure passages formed therein.) Air supply chamber 120 also has an outlet port 122 that supplies compressed air freely into combustion chamber 110. A swirl chamber 142 is located between the air supply chamber 120 and the combustion chamber 110 and provides an air/fuel mixture to the combustion chamber via its injection nozzle 162. The exhaust gas chamber 102 is located at the opposite end of the combustion chamber 110 and is in communication with the combustion chamber via exit port 116. The exhaust gas chamber 102 has a plurality of exhaust ports 140 and 141 that are connected via high pressure tubing or hoses 144 and 146 respectively, to provide the high pressure and heated exhaust gas working fluid to each cylinder. In addition, a feedback passage 112 is provided to allow a small portion of exhaust gas to be scavenged via scavenging port 109 from the reaction vessel and provided to the fuel entry passage 132 adjacent the fuel injector 130. Combustion chamber 110 supports the continuous combustion of a vaporized fuel, exhaust gas and air mixture that exits the chamber as pressurized and heated exhaust gas through exit port 116 in end wall 114. A fuel injector 130 provides the atomized fuel vapor spray 134 and is supplied to the combustion chamber via a swirl chamber 142 and an injection nozzle 162. A venturi effect is produced by the compressed air entering combustion chamber 110 through port 122. Since the port 122 is surrounded by injection nozzle 162, this effect produces a vacuum in swirl chamber 142 which draws scavenged exhaust gas from feedback passage 112 mixed with the fuel vapor spray 134 provided by fuel injector 130. The scavenged exhaust gas provides preheating of the fuel vapor prior to becoming mixed with the compressed air in the combustion chamber 110.

Any conventional ignition device 107 can be employed. Ignition sources typically could include a spark plug, glow plug, or spark discharge device to establish the initial ignition. However, once combustion is commenced, there is no need to provide further ignition, since the system will feed the combustion chamber with a fuel air mixture that is continually sustained until the fuel supply is shut off or combustion air supply is terminated.

Once combustion is commenced, the combustion gasses are under high pressure and exit through exhaust port 116, into exhaust chamber 102. From there, the exhaust gasses are routed into each cylinder when the corresponding pistons have reached their TDC positions by the electromechanical valving mechanisms 210/220 and 310/320. In order to avoid redundant descriptions, the following discussion will focus on valving mechanism 210/220. The electro-mechanical valving mechanisms 210/220 and 310/320 are identical in construction, function and operation, and only differ by being operated in different phases.

In FIGS. 2, 3 and 4, the electromechanical valving mechanisms 210/220 are depicted as mounted in a common housing 211. The valving mechanism 220 contains a spool valve 222 which is linearly movable to open exhaust gas port 148 to supply combusted exhaust gas working fluid under pressure to the cylinder 200 during the power stroke phase following the pistons reaching TDC. The spool valve 222 also is linearly movable to close off that supply and open up the compressed air port 158. The valving mechanism 210 drives a seated valve 212 that is in direct communication with the cylinder 200. At predetermined times, valve 212 is opened to allow the compressing air from the cylinder to feed reactor vessel 100 and then to allow the high pressure exhaust gas working fluid to enter the cylinder.

In this embodiment, valving mechanism 220 includes a solenoid which includes a pair of electromagnetic coils 228 which are used to drive a ferrous plate 226 mounted on a rod 227 that is connected to spool valve 222. In this embodiment, rod 227 extends through an aperture 221 in the housing of valve mechanism 220. A biasing spring 224 is provided to position the spool valve 222 in the position shown in FIGS. 2, 3 and 4.

Valving mechanism 210 includes a solenoid having a pair of electromagnetic coils 218a and 218b which are used to drive a ferrous plate 216 mounted on a rod 219 that is connected to seated valve 212. A biasing spring 214 is provided to position the seated valve 212 in a half open condition by interacting with a plate 217 mounted on rod 219 when the coils 218 a and 218 b are not energized. In this embodiment, rod 219 is shown as extending through an aperture 215 in the housing of valve mechanism 210. When coils 218 a and 218 b are energized, valve 212 is held in the closed position, as shown in FIGS. 2, 3 and 4.

Swirl chamber 142 is depicted in FIG. 6. Swirl chamber 142 has an internal spiral cavity formed with a fuel injection entry passage 132 on the outer portion of the spiral cavity. A plurality of mixing vanes 145 are positioned in a circular pattern to cause disturbance and mixing of the fuel vapor with the scavenged exhaust gas prior to being forced through port 122 and into combustion chamber 110. Fuel injector 130 is mounted on entry passage 132 so that atomized fuel vapor spray 134 is evaporated into the hot and pressurized exhaust gas scavenged via scavenging port 109 and delivered through feedback passage 112. The vaporized fuel and exhaust mixture is then drawn into the internal swirl chamber 142 by the venturi effect of compressed air being jetted out through port 122. The vaporized fuel and exhaust mixture is mixed with the compressed air from the cylinder(s) and combusted in combustion chamber 110.

In operation, as the piston (or pistons in the case of an OPOC engine) in cylinder 200 starts its compression stroke, coils 218 a and 218 b of the valve mechanism 210 are energized to move plate 216 and rod 219 upwards a distance X-X (FIG. 4) to close the valve 212. Prior to the piston reaching its TDC position, coils 218 a and 218 b are de-energized and the force of biasing spring 214 causes seated valve 212 to open. Coils 228 a and 228 b of valve mechanism 220 are energized to open compressed air port 158 as the piston approaches TDC. The force applied to plate 226 by the energized coils 228 a and 228 b is sufficient to overcome the force of biasing spring 224 and draw the spool valve 212 to the right and close exhaust gas port 148 while opening compressed air port 158. At TDC, the coils 228 of valve mechanism 220 are de-energized and the spring 224 forces plate 226 and rod 227 to the left a distance Y-Y (FIG. 4) to close the compressed air port 158 and open the exhaust gas (working fluid) port 148.

During and near the end of the compression stroke of the piston, compressed air is supplied through conduit 154 to compressed air chamber 120 where it is allowed free passage into combustion chamber 110 via nozzle 122.

By cycling the valve mechanisms in synchronism with the stroke cycle of the pistons, compressed air is supplied to and working fluid, in the form of exhaust gases, are released from the combustion chamber to support continuous combustion therein.

When one considers that another cylinder 300 is working in opposite phase with cylinder 200, it can be seen that there may be a pulsated backpressure, but essentially continuous delivery of compressed air to the combustion chamber; and a pulsated but essentially corresponding continuous release of working fluid from the combustion chambers. With an increased number of cylinders connected to the combustion chamber backpressure effects will be reduced.

Before TDC in cylinder 200 and when compressed air is entering air supply chamber 120 from conduit 154, combustion is continuously supported in combustion chamber 110 and after TDC the combustion gasses are being supplied to cylinder 300 through valving mechanisms 310/320 after the piston(s) in that cylinder reached TDC.

Shortly after the piston(s) in cylinder 200 reach TDC, valving mechanism 220 is de-energized to allow spring 224 to move spool valve 222 to the left in order to both close compressed air port 158 and open exhaust gas port 148. Valving mechanism 210 opens seated valve 212 to allow exhaust gases to enter cylinder 200 and provide the necessary energy to drive the piston(s) during its power stroke. Valve 212 is then closed before the piston reaches its BDC position and remains closed until the piston enters its compression stroke.

Combustion is substantially continuous, even though fuel injection may be controlled with pulse width modulation (“PWM”) to regulate the intensity and power generated by the combustion, the result is less components and improved operation and maintenance.

The fact that there are no more pulsating explosions occurring in each cylinder, the noise generated due to such explosions is eliminated. In addition, NOX emissions are substantially reduced with an extremely high exhaust recirculation rate, while fuel economy is also enhanced.

As can be seen by the drawings and accompanying explanation, the present invention is a unique improvement over conventional engines. And while the embodiment shown here is the preferred embodiment, it shall not be considered to be a restriction on the scope of the claims set forth below. 

1. A continuous combustion system for a reciprocating piston engine containing a plurality of cylinders and pistons within said cylinders, comprising: a reaction vessel external of said cylinders for sustaining a continuous combustion of fuel and air mixture during the operation of the associated engine; said reaction vessel connected to a plurality of cylinders to receive compressed air from said cylinders during a first predetermined period of the piston stroke cycle in each cylinder and to supply working fluid in the form of combustion gas to said cylinders during a second predetermined period of the piston stroke cycle in each cylinder; a valving mechanism in communication with each of said plurality of cylinders to allow said compressed air from each said cylinder to enter said reaction vessel over said first predetermined period of a stroke cycle and to allow said combustion gases from said reaction vessel to enter said cylinder over said second predetermined period of said stroke cycle; an ignition device to initiate said continuous combustion; and a fuel injector mounted on said reaction vessel to provide controlled amounts of fuel into said reaction vessel to support continuous combustion of said fuel with said compressed air.
 2. A continuous combustion system as in claim 1, wherein said reaction vessel contains a central combustion chamber, an incoming air chamber and an outgoing exhaust gas chamber.
 3. A continuous combustion system as in claim 2, wherein said combustion chamber is an elongated void in direct communication with said incoming air chamber at a first end and in communication with said outgoing exhaust gas chamber at a second end.
 4. A continuous combustion system as in claim 3, wherein said reaction vessel contains a fuel injection chamber intermediate said incoming air chamber and said combustion chamber and said fuel injection chamber is in communication with a fuel injector for providing combustible fuel to said combustion chamber.
 5. A continuous combustion system as in claim 4, wherein said reaction vessel further includes a feedback passage from said exhaust gas chamber to said fuel injection chamber to scavenge a portion of said exhaust gas and provide heat to said injected fuel.
 6. A continuous combustion system as in claim 5, wherein said fuel injected into said injection chamber is an atomized vapor and said injection chamber is configured to cause said vapor to swirl prior to being mixed with said air from said incoming air chamber in said combustion chamber.
 7. A continuous combustion system as in claim 6, wherein said injection chamber contains an injection nozzle that communicates vaporized fuel directly into said combustion chamber.
 8. A continuous combustion system as in claim 7, wherein said incoming air chamber is connected to said valve mechanism to receive compressed air from said cylinders over said first predetermined period of a stroke cycle and includes an outlet port that extends into said injection nozzle, wherein said air entering into said combustion chamber from said incoming air chamber produces an venturi effect that pulls fuel vapor from the injection chamber into the combustion chamber.
 9. A continuous combustion system as in claim 1, wherein said valving mechanism contains electrically driven solenoid valves which are controlled to open communication between said cylinders and said incoming air chamber during the compression stroke of each piston and to close said communication to said incoming air chamber as each piston reaches its top dead center position.
 10. A continuous combustion system as in claim 9, wherein said electrically driven solenoid valves of said valving mechanism are controlled to open communication between said cylinders and said outgoing exhaust gas chamber during the power stroke of each piston and to close said communication to said exhaust gas chamber prior to each piston reaching its bottom dead center position.
 11. A continuous combustion system as in claim 6, wherein said injection chamber is formed as a spiral cavity with a fuel injection entry passage into its outer portion and contains a plurality of mixing vanes positioned in a circular pattern to effect disturbance and mixing of said fuel vapor with said scavenged exhaust gas prior to entering said combustion chamber.
 12. A continuous combustion system for an engine containing opposing piston and opposing cylinders, comprising: a reaction vessel external of said cylinders for sustaining a continuous combustion of fuel and air mixture during the operation of said engine; said reaction vessel connected to the injection ports of a plurality of cylinders to receive compressed air from said cylinders during a first predetermined period of the compression stroke cycle of said pistons and to supply working fluid in the form of combustion gas to said cylinders during a second predetermined period of the power stroke cycle of said pistons; a valving mechanism in communication with each of said plurality of cylinders controlled to allow said compressed air from each said cylinder to enter said reaction vessel over said first predetermined period and to allow said combustion gases from said reaction vessel to enter said cylinder over said second predetermined period; and a fuel injection device mounted on said reaction vessel to provide controlled amounts of fuel into said reaction vessel to support continuous combustion of said fuel with said compressed air.
 13. A continuous combustion system as in claim 12, wherein said valving mechanism contains electrically driven solenoid valves which are controlled to open communication between the injection port of said cylinders and said reaction vessel to allow the receipt of compressed air by said reaction vessel during the compression stroke of each piston and to close said communication to said reaction vessel as each piston reaches its top dead center position.
 14. A continuous combustion system as in claim 13, wherein said electrically driven solenoid valves of said valving mechanism are controlled to open communication between the injection port of said cylinders and said reaction vessel to allow pressurized outgoing exhaust gas from said reaction vessel to said cylinders during the power stroke of each piston and to close said communication prior to each piston reaching its bottom dead center position.
 15. A continuous combustion system as in claim 12, wherein said reaction vessel contains a central combustion chamber, an incoming air chamber and an outgoing exhaust gas chamber.
 16. A continuous combustion system as in claim 15, wherein said combustion chamber is an elongated void in direct communication with said incoming air chamber at a first end and in communication with said outgoing exhaust gas chamber at a second end.
 17. A continuous combustion system as in claim 16, wherein said reaction vessel contains a fuel injection chamber intermediate said incoming air chamber and said combustion chamber, and said fuel injection chamber is in communication with a fuel injector for providing combustible fuel to said combustion chamber.
 18. A continuous combustion system as in claim 17, wherein said reaction vessel further includes a feedback passage from said exhaust gas chamber to said fuel injection chamber to scavenge a portion of said exhaust gas and provide heat to said injected fuel.
 19. A continuous combustion system as in claim 18, wherein said fuel injected into said injection chamber is an atomized vapor and said injection chamber is configured to cause said vapor to swirl prior to being mixed with said air from said incoming air chamber in said combustion chamber.
 20. A continuous combustion system as in claim 19, wherein said injection chamber contains an injection nozzle that communicates vaporized fuel directly into said combustion chamber.
 21. A continuous combustion system as in claim 20, wherein said incoming air chamber is connected to said valve mechanism to receive compressed air from said cylinders and includes an outlet port that extends into said injection nozzle, wherein said air entering into said combustion chamber from said incoming air chamber produces an venturi effect that pulls fuel vapor from the injection chamber into the combustion chamber. 